The words “deal” and “supercar” are almost never uttered in the same sentence when referring to the new car market. Typically, this level of performance is chocked-full of exclusivity, expensive materials, and even more expensive engineering. It all adds up to a thrilling, unique experience where only the well-heeled can afford the experience, and the rest of us can only hope to own someday in the distant future, and procure from the used market. The McLaren 620R and Lamborghini Huracan are both in this category of wonderfully fun, yet ultra-expensive fare.

But there is one exception. It’s not a full-fledged, outstandingly inexpensive deal for most folks, but it is one that competes with ultra-expensive, exotic hardware, and is at least slightly more attainable.

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It might not have the status, but it certainly has the minerals: the 2020 Acura NSX.

This made-in-the-middle-of-the-USA supercar is a far cry from its previous inceptions, with its electric power steering, dual-clutch gearbox, and over-$100,000 price tag (well over, in fact). The 2021 Ferrari 488 Pista, by the way, starts at $330,000—far higher than the NSX's base price. But does the NSX still fulfill that awesome tradition of giving its much more expensive competition a run for its money that Honda/Acura set in stone way back in 1994?

Recently, I had the privilege of finding out with a Curva Red example, with $36,500 in various exterior and interior aesthetic options. This bumped its base $157,500 sticker to $194,000 after destination. Acura lent me a low-mileage 2020 example as they just don’t have many 2021 models in their current press fleets. That’s quite OK, it seems like the only notable difference between the two model years is a minor power bump for 2021 before the new 2022 Type S variant soon reaches buyers’ garages (it’s apparently, as of this writing, sold out).

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The Modern NSX is Truly Gorgeous From All Angles

2020 Acura NSX
Image: Peter Nelson

The 2020 Acura NSX has a ton of presence. It’s striking, and has all the proper styling details to make it look like a proper supercar. Very little overhang out the back, a sharp front end that angles downward for a gigantic frontal view from the inside, a mid-mounted engine compartment that pushes the two passenger compartment seats forward, rear wheel arches that give it a broad-shouldered stance, and an overall width that would put some SUVs to shame.

Though, its looks are reserved in the grand scheme of things, sort of like its competition the Audi R8 or McLaren GT. The styling and proportions all come together and make for a very striking and beautiful overall package, but it’s far from ostentatious.

My tester’s Carbon Fiber Exterior Sport Package ($12,600) and Carbon Fiber Roof ($6,000) certainly add to its beautiful overall appearance, as well as its Carbon-Ceramic Rotors with red brake calipers ($10,600) behind its race car-like Y-Spoke wheels. The race track has always been the NSX badge’s home, these performance-centric options only accentuate that further; its appearance matches its performance.

2020 Acura NSX
Image: Peter Nelson

The NSX follows Acura’s current design language quite well, too. Its headlights aren’t too far off in design from the very pedestrian (but still striking in its own right) TLX, and its tail lights look like they were imported into Photoshop from an RDX, and then slightly altered with the Transform-Warp tool to fit its supercar shape. It’s certainly cool to see such a cohesive lineup, with even the $160,000+, top tier model utilizing some design that’s familiar to someone who’s familiar models that are comparatively much cheaper in price.

A Functional, Comfortable Interior

2020 Acura NSX
Image: Peter Nelson

Normally, I have to be prepared to look like a complete buffoon stepping down into, as well as crawling out of, any modern supercar. They just aren’t meant for long-legged tall people. However, the NSX minimizes this kind of embarrassment by having a massive door opening, as well as conventional doors that swing outwards, and not much of a gap between them and the seat. It’s easier than most supercars to crawl in and out of, but still requires some finesse and lower body strength to do so smoothly.

Though, once inside, it’s a truly excellent place to be. My eyes were met with this tester’s rich caramel and black leather covering most of its surfaces. Adding to this was its carbon dash top, carbon-rimmed steering wheel, and a healthy dose of Alcantara to fill in the gaps, which is part of its $3,800 in options. I was surprised by the amount of actual, physical buttons, too, most of which are borrowed from lesser models in Acura’s lineup. That’s OK, however; keeping costs down is how the NSX stays at such a solid price point. This same mantra continues with its infotainment screen, which I’m almost certain is shared with a pre-2020, tenth-generation Honda Civic.

2020 Acura NSX
Image: Peter Nelson

The infotainment system’s seven-inch screen has good definition and is easy to navigate, though woefully laggy at times, especially during crucial moments, such as trying to connect Bluetooth before a light turns green. Ask me how I know. In addition to its lagginess, the system seems to have a mood of its own when it comes to connecting Apple CarPlay; sometimes it’ll connect, sometimes it won't, sometimes you just have to use Bluetooth, though that’s also a bit touch and go. Still, it beats shelling out $3,600 to have smartphone integration installed in a new Lamborghini Huracan EVO. And if it gives up the ghost, replacing the unit will cost a fraction of what its competitors’ systems fetch.

RELATED: 2021 Acura NSX: Costs, Facts, And Figures

Besides these minor tech annoyances, the NSX has interior comfort and convenience in spades. With an excellent frontal view and driving position, plus incredibly comfortable, well-bolstered seats, it’s a great place to spend a lot of time, whether you’re slicing through twisty canyon roads or stuck in traffic on the highway. There’s just enough head and shoulder room for my tall stature as well. Cargo room is miniscule with just a small cargo area behind the engine under the rear cover and a small glove box, so long road trips would take some careful planning, but otherwise it’s just enough for day-to-day motoring.

The NSX’s blindspots are a little rough, but its out-stretched side-view mirrors and big rear-view mirror keep visibility well covered. As does its backup camera; image quality is rough, especially in low light, but it does the trick.

A Thrilling Power Plant And Brilliant Drivetrain

2020 Acura NSX
Image: Peter Nelson

The Acura NSX’s 75-degree, twin-turbo, 24-valve 3.5-liter V6 provides nothing short of pupil-expanding fun. It’s quite pleasant to live with due to possessing good mid-range torque, a thrilling top-end, and a very nice soundtrack to boot. Even while short-shifting it, just lumbering along, the tone never gets old.

While various twin-turbo V8s and naturally-aspired fare are found in the middle of the NSX’s competition, this high-strung V6 sounds just as exotic, and revs up to its 7,500 RPM redline with all the gusto one could ask for. Depending on the mode and how deep your foot is into the loud pedal, very audible turbo sounds permeate through its glorious vocal range, which I liken to those normally associated with a McLaren’s character.

RELATED: This Is How Much A 1991 Acura NSX Costs Today

The NSX produces 500 hp and 406 lb-ft of torque, though with the help of three electric motors (one along the drivetrain in back and one at each wheel up front) it nets a very healthy 573 hp and 476 lb-ft of torque.

2020 Acura NSX
Image: Peter Nelson

With Acura’s SH-AWD and electric motors assisting, the NSX will reach 60 mph in just 2.9 seconds, and top out at 191 mph. That’s a truly impressive figure for weighing in at nearly 3,900 lbs. This might sound a tad portly, but if someone were to tell you that it tips the scales at just 3,200 lbs, you’d certainly believe them. The NSX handles its weight incredibly well, and despite its turbo-laden soundtrack and electric motors lending a hand, its powerband feels more like high-strung naturally-aspirated fare than that of an turbocharged, instant-torque brute.

But the NSX also mellows out and acts more like a Prius than an ultra-capable supercar, in fact more than I thought could be possible. While in Quiet Mode, the NSX will cruise quietly around town and not kick on the fuel-guzzling V6 until it finds its necessary. Lumbering along in traffic in either Quiet or Sport Mode, it’ll keep the engine off and the motors humming until enough throttle position commands the engine to leap into action. When this happens, the transition is seamless. I was shocked to see an increase in average fuel economy while creeping along in traffic during my time with it. The NSX is proof that mother nature-friendly electric power and thrilling internal combustion can truly live in harmony.

2020 Acura NSX
Image: Peter Nelson

The electric motor that resides in the rear of the NSX benefits its drivetrain as well. Depending on the mode, shift times are sharpened and smoothed out thanks to its assistance, with the most pronounced, race-car-like shifts happening in Sport+ and Track modes. They’re so seamless and confidence inspiring, that you’re more inclined than usual to short-shift the NSX and only reserve its smooth, 7,500-rpm redline for holding gears, such as through tight, decreasing apex turns.

True Cornering Bliss

2020 Acura NSX
Image: Peter Nelson

The NSX’s manners on all forms of twisty, fun mountain roads cements its status as a true supercar. It’s tight, decently-communicative electric steering has the perfect ratio to match its light front-end and well-centered weight distribution. Adaptive dampers, plus double-wishbone front and multi-link rear independent suspension help maintain a stunning amount of grip, while never feeling too harsh -the ride is well-damped and connected, and you truly feel like the tires’ contact patch is always being optimized. Its 245/35R19 front and 305/30R20 rear Continental SportContact 6 are far from sticky, track-centric rubber, yet combined with the NSX’s chassis feel so grippy.

With the privilege of putting in a healthy amount of mileage during my time with the NSX, it’s my duty to not hold back with the variety of roads I can throw at it. It’s just as fun and invigorating on ultra-tight, complex twisties as it is on long, open sweepers. It’s just as happy to brake hard into tight, decreasing radiuses, and then rocket out the other end, as it is for high-speed stuff that takes some reasonably-high commitment.

2020 Acura NSX
Image: Peter Nelson

Once again, the NSX’s electric motors have a hand in all of this. In addition to excellent traction control, they act sort of like a third differential, helping to distribute power up front to aid turn-in and maximize grip. Even with traction control turned off, my God does this thing grip. I tried on multiple occasions to upset it mid-turn, turn in too aggressively, and generally just act sloppy. The NSX’s all-wheel drive and electric motors wouldn’t have it; the worst that would happen is a mild amount of understeer. I’m certain that the only place to get the rear-end loose and slide it around is on a gigantic skidpad, or through a particularly fast corner on a racetrack, preferably in the wet.

The NSX’s sharp turn-in and excellent weight transfer (or lack thereof, in a good way—it just always feels so planted) is not to be underestimated: it’s very go-kart-like, and instills a ton of confidence. It also allows you to truly cut whatever line you like, as long as the lane is wide enough—the most technical chicanes are a snap at the helm of this little beast.

Then, when it’s time to rein in all of the NSX’s pupil-dilating momentum, its optional, gigantic carbon ceramic brakes do so with ease, all day long. Pedal feel is very solid and firm, with good travel and a complete lack of grabbiness. It’s a brake-by-wire system, and being the first system I’ve operated that lacks most of a conventional system’s analogue function, I’m truly spoiled and will therefore hold future testers' systems to an ultra-high standard.

More People Should Buy These Value-Filled Supercars

2020 Acura NSX
Image: Peter Nelson

The 2020 Acura NSX stays true to the badge’s origin as an inexpensive supercar that gives its competition a run for its money. It’s only gotten more expensive because supercars in general have gotten more expensive. Plus, I’m not sure a slightly-updated old NSX would be feasible with today’s modern, modern comfort, and modern performance standards. This new gen might not have the status of some European fare, and might be a far cry from the old NSX’s analogue-rich driving experience, but it punches high above its price tag's weight, and makes for a great all-rounder to boot.

RELATED: Is the Acura NSX The Most Under-Appreciated Supercar?

It’s also the closest that most people will ever get to wild hybrid engineering that used to be the stuff of hypercars such as the Ferrari LaFerrari, Porsche 918, and McLaren P1, exclusively.

2020 Acura NSX
Image: Peter Nelson

If driving around with a TLX’s switchgear, a Honda Civic’s annoying infotainment system, a supercar’s blindspots, and a trunk the size of a kids’ golf bag are it's only real downsides, for those who care, then more people really ought to buy these things. Assuming they can get over the Acura badge on it, of course. Though I think it’s pretty darn cool that this supercar is made right here in the USA at Acura’s Marysville, Ohio Performance Manufacturing Center.

Plus, who in the market for an NSX has ever sat up front in a TLX or Honda Civic and bothered to pay attention, anyway?